torrey



(No Model.) 4 Sheets-Sheet 3.

D. TORREY.

GAR BRAKE.

No. 276,938. Patented May 1,1883.

4 Sheets-Sheet 4.

(N0 Mddel.)

DUTMORRBY. OAR BRAKE.

Patented May 1 N. PUEHS, Phato-Lnho n hur, Washinglon, 0.0

, U rtEn STATES PATENT OFFICE.

"DOLPHUSTTORREY, on NEW YORK, N. Y.

4 CAR-BRAKE.

SPECIFICATION forming ater Letters Patent Nd. 276,938, dated May 1, 1883. l l I Application filed January 12, 1883. (No model.)

To all'whom 'it may concern:

Be it known that I, DoLPnUs TORREY, a citizen of the United States, residing at New York, in the county and State of New York, have invented a new and useful Improvement in C'ar-Brakespfwhich the followingis aspecification. My invention relates to a brake mechanism in which the force to-operate the brakes is derived from the axle rotation while the brakes are applied, and is stored in an accumulatorspring, and is sufficient to charge at the proper time aworking-spring, which working-spring,

when released, effects the succeeding applica tion of the brakes.

. For clearness otexplanatiou I apply the term actuating mechanism toamechanism which .sets in operation or permits, initiates, or compels the action of another mechanism by which the braking force is applied to the wheels, and theterm operating mechanism to that which exerts or communicates the braking force.

The train of mechanism includes prefera- 3 bly a friction-Windlass brake of any approved construction, a spring for setting the friction apparatusagainst the axle, or a wheel or pal ley thereon, which spring is held charged with energy for its expansion until released by tripping a catch controlled by an electro-magnet or othermeans, and another spring which, as a receiver and accumulator, is charged with energy by the rotation of the friction-Windlass. The accumulator-spring is held restrained by aicatch while the brakes are applied. When the brakes are. released the release of the accumulator-springtakes place automatically and it expands, drawing into confinement, by

v :means of a suitable connection and catch, the

working-spring, which is then automatically,

releasedi'rom .the accumulator-spring, which served for putting it under strain, and is held by a tripping-catch.ready for' service when- .ever the electric circuit is broken or other.

adopted device for tripping the catchis operated. L

,In the line of chain or. rod connecting the receivin g-sprin g with the source of energy for N operating the apparatus is placed a' device ealled a f releasing-clutch, the preferable form which includes a shaft. having a. crack at one end, upon which shaft isfastened a ratch-..

et-vwheel. Over this ratchet-wheel is a loose Y pulley, which carries oneor more pawls for engaging with the ratchet-teeth, and a spring fastened one to the pulley and the other to a hanger or pillow-block.

The chain from themotor is wound upon this pulley, and may be attached to the pulley-face or to an arm extending out from it. The chain from. the receiving-spring is attached to the end of the crank upon the shaft. The purpose of thisre' leasing mechanism is to permitrthe recoil of 'the receiving-spring while the chain extendthe crank past its farthest center in position to be rotated forward by the pull of the receiving-spring without communicating any stress to the motor-chain, owing to the escape of the ratchet-wheel by its pawl. arm extended out from the pulley is to enlarge the sweep of the motor-chain and prevent its rotating the crank past its inner center.

. The'apparatus herein described is represented as being actuated by a magnetic cur rent, with devices by means of which, while the magnetic current is on, the brakes are off, and when the magnetic current is broken the brakesare applied. By this arrangement there The purpose of the v is secured an automatic"application of the brakes should the trainbreak in two and sever theconnecting-wire. The source of the magnetic current is a'matter of indifference, so far as the working of this invention is concerned.

It is contemplated that the tripping or actuating mechanism may he worked by the use of a train-cord, as shown in my application for Letters Patent, dated October .14, 1882, No.

74,269, or by the :u'se of lines connecting the working-spring and the tripping device from car to car, as shown in my application for Letters Patent, dated October 23, 1882,No..74,981. The springs may take the form of lever-arms,

to which the connections with the actuating 1 a-springs and their attached catches, trips, and

associated devices may be located either upon the truck or the car-body, as may be desira ble. The springs may be in the form of spirals, or of elliptical or other shape, as may be found most desirable in particular cases.

In the accompanying drawings, Figure 1 is a plan view of so much of-the apparatus as is necessary to illustrate the invention, the parts being s'howni'n thepositions they occupy during the ordinary running of the cars before the brakes are applied. Fig. 2 is a transverse section on the line 2 2, Fig. 1, of the receiving and working spring-levers, showing the connecting -grapple between said spring-levers and the tripping device thereof in elevation.

Fig. 3 is a transverse section through the caraxle on the line 3 3, Fig. 1, showing the friction devices in elevation. Fig. 4 is a plan of the catch or detent on alarger scale. Fig. 5 is a plan of the keeper of the same, also on a larger scale. Fig. 6 is an elevation of the le-' ver or spring connection on a larger scale. Fig. 7 is a plan of the apparatus, showing the working parts in the position which they assume on the first application of the brakes. Fig. 8 is'a, plan of the same, showing the receiving spring-lever understrain in readiness for applying strain to the working spring-lever when released. Fig. 9 isv a perspective view of the mechahism,showinga modification scribed.

mechanism in elevation. Fig. 11 is an eleva t1onj,lookn1g endwise of the car; and Fig. 12, a plan of connections employed for communicating stress to the accumulator-spring from a limited-vertical movement which is imparted tothe brake-beams in one or the other di-.

' reetion on the first application of the brakes.

- through the medium of elastic coils 3-3,.and

if preferred, be employed, as shown in Fig. 9-

or 13; orsprings of other forms may be used. In Fig. 1, 1 represents the receiving-spring, and 2 the working-spring, connected together forming the arms of a U-shaped bar fastened byastrap, 4, to a beam, B, of the car or truck frame, so as to leave the. ends of the armsl 2 free to .be drawn togethfli fand to spring.

apart when released. I

5represents a grapple or connecting barhinged on the receiving-spring 1' at 6, and

formed at its extremity with a hook, 7, to:

catch theworking-spring 2 when the springs are drawn together. The receiving-spring l is of greater strength than the working-sprin g 2, so that when the springs are connected by the grapple and the receiving-spring 1 is not otherwise constrained, the said receivingspring will recede to its normal position shown in Fig. 1 anddraw the working-spring 2 into the constrained position shown in the same figure.

Chains 8 8, attached to the respective members of a releasing-clutch, 88, and one of them passing over a. pulley, 9, connect the accumulator or receiving spring 1 with a wrist, 10, on a crank-wheel, 11, mounted on the extremity of a shaft, 12, which has its hearings in hangers 13, swinging from the body ofthe car, and' having also keyed upon it friction-wheels 15, which are drawn in contact with a sleeve, 16,

on the axle A, to impart rotation to said wheel.

pose of holding the springs or, levers 12in the.

constrained positions to which they are drawn, the first by the rotation of the shaft 12 and crank 11 10, and the second by the retraction of thefirst when released, suitable catches are provided, whichmay be made in one, as shown in Fig. 1, where the said catches take the form. of a T-shaped bar, 21, fulcruined at 22 on the beam B, and having at the extremities of its head oblique teeth23 24, the first ot'which catches the'extremity of the receiving-lever 1 and'the other the extremity of the workinglever2 when they are respectively drawn in under constraint. The stem of the T-shaped catch. 21 is held in central position by springs 26, confined between flanges 26 on a keeper,

27, which is pivoted on the same fulcrum-pin,

22, as the catch 21, so that the' keeper and 27-isheldin itscentral or normal position by a latch, 28, pivoted at 29 tothe beam B, and formed with; opposite oblique shoulders 30 31, which engage alternately with corresponding lugs,

1 30 31, Fig. 5 onthekeeper 27, so as to resistthemovement ot' the. keeper in one or the other direction when the latch 28 is held at either extremity of its movement by the respective teeth 32 3-3 of a pawl, 34, which. is pivoted at 35, and in this illustration constitutes the armature of'an electro-magnet, 36, andwhen released'by said magnet is thrown back by av spring, 37-, so that when the'electromagnetischarged the latch 28will be heldin the position. shown in Fig. 1, confining the working-spring 2 under strain, and when. the magnet is inert by the breaking of the circuit IIO being sufficient to overcome the resistance of the springs but the springs 25 eifectually resist the outward pressure of the spring-levers 1 2 against the abrupt faces of the teeth 23 24, so that such outward pressure cannot move the catch 21 within its keeper, but will more the catch and keeper bodily on their common pivot, 22, throwing out the latch 28 by the pressure of the lug 30 or 31 on the oblique shoulder 30 or 31 when the said latch is released bythe movement of the pawl 34 in one or the other direction under the action of the clectro-magnet 36 or spring 37.

38, Fig.2, representsaprojection on the beam B to trip the grapple 5, and thus release the working-spring 2 from the receiving-spring 1 when said working-spring is drawn into engagement withthe catch 21.

In order to permit the release of the accumulator-spring, as hereinafter explained, while the motor-connections ll 10 8 are under strain,

a release-clutch, 83, .is introduced into the. chain-connection 8 8?.

This device I have described indetail and. claimed in another application of even date herewith.

Theparts being in position .shown in Fig. i 1, as in the ordinary running of thecar, if the electric circuit through the train bebroken for thepnrpose of applying the brakes, or by the.

accidental uncoupling of the cars, the-electroinagnet 36 releases the pawl 34, permitting the spring 37 to throw the tooth 32 out oi' engagement with the latch 28. The outward pressure of the working-lever 2, acting through the catch 21., keeper 27, antl lug 30*.against the oblique shoulder 30 of the latch 28, will throw outthe. said latch and escape i'romthe catch 21, drawingthefiictio1nshaftl2, with itswheels t 15, in contact with the friction-sleeve 16 on the axle'A. This position of the parts is shown in Fig.7. The friction-shaft 12 is thus rotated,

. and by reason. of the attachmentof the brakechain lgyat a considerable radial distance from the center of the shaft the slack of the brakechain i's instantly taken up, and thelsaid chain is then wound on the shaft 12 with the necessaryiforce tolapplythe brakes. At-the same time theLreceiving-s1'n-ing 1 is strained by the rotation of the friction-shaft through the cm nections 1110 8 8 and is caught by the tooth 23 of the catch 21, the spring 25 on the oppoa site side yielding to the pressure of the end of, the spring-lever 1. against the inclined back of l 6o levers areprovided, as shown, withanti-t'riction wheels to permit them to pass more easily saitltooth 23. The extremities of the spring into engagement with the teeth 23 24. i This movement ofthe. spring-lever 1 causes the grapple 5 to. engage with the lever 2. This position of. thepartsis. shown in Fig.8. \Vhen the brakes are to be released the electric current is againiclosed, causing the magnet 36 to draw the pawl 34, so as to release thelatch 28 from thetooth33. The resilienceof thespring lever 1, acting through the tooth 23, keeper 27,

32 of the pawl 34, the grapple 5 being at the same time lifted from the sprin g2 by the pro-v jection 38, so that said spring may instantly apply the brakes when the current is again broken. The receivingspring 1, in recoiling,

pulls the working-spring 2 into its strained position, in taking which it passes and is held by the catch 21. After the working-spring passes its catch, the grapple from the receivin g-sprin g is automatically released by contact with the projection 38 While the brakes are off, thereceiving-spring lies expanded and the work,-, ing-spring compressed, the latter being heldby acatch. While the brakes are on, the working spring is expanded and the receiving; spring. compressed. The tripping devices tor both springs are preferably combined in a single device which has movements controllingthe springs alternately. This tripping deviceis preferably composed of two parts, only one of which moves in catching the springs, while both move in releasing them. eludes an arm confined by two counter press The first ining springs and two arms which form thedetents. The second includes the t'ulcrums for the springs which contain the catch and keeper. This keeperis engagedwithalatch whiclr prevents it from swinging in one or theother direction. The points of contact between the latch and keeper are sloped in excess of theau gle of friction, so that unless the latch is held in position the keeper will be swung by the, stress of the receiving or working spring against its confining-catch. One end of the latch is pivoted, and the other held by a vibrat ing lever.which is controlled by the armature of auelectro-magnetand spring. While the magnt is charged by a current of electricity the ,vibrating lever locks thelatch in and prevents the release of the working-spring 2, but permits the escape of the receiving or accumulator spring 1. When the magnetic current is oh, the vibrating leverllocks the latch out and prevents the release of the receiving-spring, but permits the escape of the working-spring.

The modification in the friction WllldltlSS shown in Fig. 9 consists in supporting the Windlass 15 from a. pivoted lever, 13*,which is operated by a connection, 20, from the working-spring 2, attached at 45 to its upper end, instead ot'beingattachcd to the Windlass-shaft, as before shown. This figure also illustrates mechanical adaptations necessitated by plac ing the apparatus on the carbody instead of on the spring-plank ot' the truck. A is the axle, upon which is mounted the drum 16. 42 is the flange of the drum on the axle. 15 is the fric- {ion-wheel, which, when forced into contact with the rotating drum 16, turns the shaft 12 for winding up the brake-chain 18. The pivot 43 of the hangers 13 is supported by the braces v4,4, attached to the truck-timbers. The brakechain is attached at 46 to the friction-wheel l eccentrically, so that the first part of the rotation of the Windlass will effect a quick takeup of the brake-shoes. In Fig. 9,1 represents the accumulator or receiving lever, and 1' its spring. 2 represents the working-lever, and

2 its spring.

In utilizing stress communicated from the vertical movement ofthe brake-beams to charge the accumulator or receiving spring, the brakebeams are hung so that they rise or fall with the face-of the wheels when the brakes are applied. Their hangers are attached to crank arms, which cranks are mounted upon shafts that pass througl-i the truck-timbers. The cranks at the opposite ends of the shafts are opposed, so that the beams are balanced against each other, and so that their motions of rising and falling .witha the wheels are 00- operative in turning the shaft. The crank upon one end of each shaft isT-sha-ped, the head of the T hein g'set in a perpendicular position. From theoppositc arms of the T, connecting lines of rods or chains extend to the end of alever which is pivoted near the centerof the trucktimber. The devices so arranged cause" the stress of the moving brake-beam to pull upon the pivoted lever in whichever way the'brak'cbeams move, the two beams pulling in unison and combining their stresses upon the one lever, which always moves in the one direction without regard to the direction either brakebeam. may move. From this combining-lever an arm extends at right angles, from whicha connection extends to t he-receivi-ng=spring of the brake apparatus.

To pieventanapplication of the brakes when a car is. detached from a train, or at other times, whendesired, provision is made by-means-of a hand-lever. 50, placed upon the top of the car, or whereverit may be convenient, to which is, attached eccentrieaily a chain connection, 51, extended to the dog 52, which is controlled, when idle, by the spring 53. By turning the handle 50 the dog 52 presses the latch 34 against the magnet 36 and prevents the release oft-he working-leverwhen the magnet is not charged.

With the method ofutilizing the brake-beams to operate the apparatus the devices will necessarily be modified according to whether the beams are hunginside or ontsideof the wheels.

In the former case the arrangement may be substantially as shown inthe Figs. 11 and 12; Two.shafts,63 63%, are set crosswise the truckbo'lsterand projecting beyond its faces, so that cranks 62 (i-L-can be attached to their ends. The. brake-beam hangers 61 are attached to the horizontal. arms of these cranks, which crank-arms are nade to rise and fall by the thrust or pull of the hangers whenever the brakes are applied. Upon one end of each shaft 63, and at opposite sides of the trucktimbers, the crank supporting the beam-hanger is made of a T shape, and set with the head 65 in an upright position. From the T-heads 65 of the cranks, chains 66 extend to the bellcrank lever 67. 68 is an arm of the lever 67, to which is attached the motor-chain 8, that transmits stress to the apparatus. hen the brakes are applied the beams rise or fall with the direction of wheel rotation, and their hangers 61 communicate a stress,through the cranks 62 64 65, the chain 66, the lever 67 68, and chain 8, to the accumulator-springl, due to the coefficient of friction between the wheels and brake-shoes. By having the amount of vertical movement made by the beams in-rising or falling as many times greater than is the movement of thebeams in approaching the wheels as the coefficient of friction is contained in unity, we gain the power which, stored in the receiving or accumulator spring, may be subsequently used to again apply the brakes. Of

course there must be a margin to cover the loss of energy by friction of the parts.

A modified construction of grappling device is shown in Figs. 9 and 13. The grapple 70 is fastened to one of the levers.- It has attached to it a spring, 71, which presses against the pin 74-.and forces thevgrapple against the pin 73. As the receiving-lever 1. draws the working-lever 2 into constraint it pulls the notch 75 against the stop '76 and forcest'lie pins 73 and 74, and the spring 71 insures the engagement of the hook 72 with pin '73-, so that with the subsequent release of the receivinglever the working-lever is drawn into constraint and the grapple automatically freed.

Having thus described my inventon, the following is what I claim as new therein and desire to secure by Letters Patent:

1. A brake-actuating apparatus havin'gtwo springs, one serving as an accumulator to receive and store power derived from the rotation of the wheels, and the other receiving power from the first when this is'releaseih'and holding such power to applythe brakes when itis' ,the reverse movement ofthe first lever when released. a 3. A .pair of levers movedin opposite directions by springs, catching. and tripping de vices acting alternately on said levers to lock and release the same, aconnection putting the IIS spring of the first lever under strain by-the rota'tion of the wheels, a connection between the levers putting the spring of the s econd lever under strain by the reverse movement of r the? first when released, and a connection from the second lever applyingthe brakes by thereverse movementthe'reof when released.

4. In combinationwith apairof levers or springs, a pivotedcatch the opposite arms of which alternately receive and hold the'levers or springs,andapivoted keeper which determines by its engagementstheretention or releaseof the respective levers or springs. 5." The combination of a pair of levers or sprin gs, a pivoted keeper having two teeth facing in opposite directions, said teeth having inclined faces which engage with a latch, and a latch having notches set in reverse relation to the keeper for, controlling the movement of the same. l .6.*'lhe combination of a pair of levers or springs, avibratin g catch or keeper for alternately looking or holding the same under strain, and'a vibrating latch to retain the catch nnkeeper against the pressure of the levers-in opposite direction.

7. .The combinatiomwith a pair of levers or springs, of a latch controlling the movements of a catch or keeper which itself determines the retention or released the levers or springs, and an electro-rnagnet controlling said catch or keeper. l I

"8. An automatic car-brakehaving the corresponding ends of two brake-beams connected to opposite ends of rotating shafts mounted in the car-timbers longitudinally to the car, substantially as described.

DOLPHUS TORREY.

Witnesses:

OOTAVIUS KNIGHT, D. M. HOPKINS. 

